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GAS ENGINE.

No. 508,833. Patented Nov.' 14, 1893.

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W. VON OEGHE'LHAEUSERv 8v H. JUNK'BRS.

GAS ENGINE. No. 508,833. Patented Nov. '14,' 1893.

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i UNITED STATES PATENTA i GERMANY. v

GAS-Noms srEcIFIcArrIoN formingpart of Letters patent No. sossadatea-Novemberi/i, 1893.

Application filed November 5, 1892. :Serial No. 451.102. (No model.)` y

To all whom it may concern; Y c

. Be it known that we, WILHELM VON OECH- ELHAEUSERand HUGO JUNKERS,subjects of the Emperor of Germany, residing at Dessau, Germany, havelnvented certain new and use.-

' ful Improvements'in andRelatin g to Gas-Engines and we do herebydeclare the following to beV a full, clear, and exact description'of theinvention, such as will enable othersl skilled in theart to which itappert-ains to make anduse the same, reference. being had 'totheaccompanying drawings, and to `letters .or figures of reference markedlthereon, which form a part of this specification. f n Our inventionrelates to gas engines and consists in structural features and incombinations of co-operative parts as well as in a novel method ofworking such engines.

The dimensions of high power gas engines as heretofore constructed arecomparatively4 great, their construction expensive, andtheir operationunreliable by reasonof premature explosions of the chargeof combustiblegas,

while the consumption of gas :with the increased power and size is notreduced to the.

extent it was thoughtv it would be.;

Our invention has for its object the provision of means whereby thesedisadvantages are remedied: iirst, in fully clearing. out all pro-vducts of combustion from the working cylinder by fresh compressed air`after the gases have done their work so that a cooling of the cylinderwalls and a low temperature of. the remaining air at the beginning ofthe compression stroke is secured and in consequence thereof a highcompression of the charge mixed afterward with gas is obtainable without'premature explosion; secondly, by this highdegree of compression a highpressure of combustion up to sixty atmospheres and even higher beingattained so that the working cylinder may be of .considerably reduceddiameter; thirdly,in that the air and gas are separately introduced intothe working cylinder by diiferent pumps and the gas beinginf. troducedinto the charge of air only after `the latter has begun to be compressedso that any loss or waste of gas during the expulsion of combustionproducts is fully avoided ;V fourthly,1by the high compression of thecharge up to ten atmospheresand even higher andby avoiding-all lateralchambers or passages being in other gas engines openjduring combusfytion and expansion a comparatively great re-' `duction in the surfacesto be cooled and 1n consequence thereof a saving in consumption of gasis attained.y

'As in many gas enginesnow in use, we emp ploy twin pistons .havingmotion toward and from each other, buttheir working functions are quitedifferent from the older systems. Our pistons perforlnthree functions,to Wit:`

As, they approach each other theycompress i As they recede from eachvduction is effected by two pumps one of which compresses the air andtheother the gas, the compressed air being also used to drive' out fullythe products of combustion and cool the f working'cylinder after eachexplosion and at a time when the pistons have reached the limit of theirmovement from each other, they pure air remaining in the workingcylinder being then compressed bythe pistons as they approach eachother. When the pistons have approached each other a certain distanceand the charge of air has begun to be compressed, then gas islintroduced into said air to form the explosive mixture. By admitting airandy gas separately to the Working cylinder, by the: completeexpulsiontherefrom of the products of combustion and the high compression and`high pressure of the combustible gas together with a comparatively greatreduction in the surfaces to be cooled the consumption of gas is muchless than in other engines of like power, But that our invention maybefully "understood we will describe'thej same in'detail, reference beinghad to the accompany- Figure l1 is a longitudinal sectionaljy-iew takenon line a, b, of Fig. 3, f. a' gas engine embodying our invention.'AFig.-2isa'similar View thereof taken on line C-Fd, ofV said Fig;

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3, which" latter isa horizontal central sec tional view,`an`d"Figs. 4and '5 are cross-sec tional views taken on or about on lines ef-gfa and-k-m, respectively of Fig. 3.

' In the above described figures of drawings, A, indicates the workingcylinder; B, and C, the two pistons which are shown of the same diameterand having substantially the same tudel of motion.` The rod of piston,B, is connected to a crank, D, on the driving shaft that carries a iiyand belt wheel, W, and W',

respectively at its opposite ends. The pis- A ton, C, carries at itsouter end a cross-head,

I, -to "opposite ends 'of which'i's connected fone end 4of twoYcoinne'cting rods, H, and F, re-

spectively, the'opposite end of said rodsbeing connected to cranks, E,on said driving shaft, S.

Theycy'lfinder A, -is jacke-ted Las usual, and below the same isarranged an air reservoir,

R, from whichthe air is supplied to the cylinder through `anlannula'rchannel or passage, R', 'andL through peripheral ports, 1, formed in theworking cylinder near its right hand: end,'said 'cylinder being.provided with a corresponding set of exhaust ports, 2, nearv its L left'hiand'en`d, which ports open into an an- I nular channel or passage,R2, in communication with the exhaustpipa as shown in Fi-gs. 1 and' 4.rIhe 'ai-r'inlet port-s, 1ne'a'r one end" of the working cylinder are inline with the exhaust ports, 2, near the'opposite end there-"i of,"tfheobject of this arrangement being to! obtain a directrpassage for thecompressed l air from'one endof `vthe combustion or work chamber to theother, when the pistonsare iat l the limit 'of their throwfromeachother, in

or drive ou-t the products of combustion.

compressed vby a pump, L, and the gas byfa" pump, G, which pumps, with:a view to sim-l plify the construction lof the engine :are .ar-1rangedon'opposite -sides of the working-cyl# inder,-thei'r pistons, L',and'Gr', being secured i to 'thefc'o'nnectin g rods, 1H, and F,respectively,

as -more clearly shown in' Fig. The air pump, L, `is fprovided with aslide valve controlled in any usual or well-'known manner by thedrivingshaft S. yThe gas is supplied to'fpump, G, through pipe, P', asuitablecheck valve or back pressure valve, V2, being interposed in vsaidcommunicatiomthe compressed gas being forced into thecylinder throughiapassage, A', 'the supply of gas being controlled byanylsuitable valve,as for instance, a Acylindrical valve, V', Fig. 5, whose operation fisalso controlled through well-known mechanism by the driving shaft, S.

"In Figrfwe have shown the pistons in their relative positionatth'e'moment of ignition of the charge, which ignition may be effectedthrough the medium of. the electric spark in a well'know-n' manner, andasv the construc- 'tion and arrangement of electricug'nltors are Wellknown we Yhave deemed it unnecessary toillustrate the same in thedrawings. The explosion of the charge of explosive gas drives thepistons away from eachother, the pump pistons, L', G', mov-ing with theworking piston, C, drawing air and gas respectively into theircylinders, the valves V, and V2, Figs. 2 and 5, uncovering the inletports. As the pistons reach the limit of their motion from eachv otherthe piston B, uncovers the air inlet ports, 1, yandthe piston, C, theexhaust ports, 2, a comparatively' large volume of compressed airpassing from reservoir, R, through cylinder, A, driving out the productsof combustion. On the return movement-,of the pistons said portsc'lose,the .air drawn-intol pump cylinder, L, being forced intoreservoir, R, v

while vthe air' in cylinder, A, is compressed and the gas admittedtopump, G, is held under reached acertain positiontoward each other. Thevalve, V', Fig. 5, fopens to radmitzgas into the now fully compressedchargefof' air under a pressure .greater than that of the fair itself,the valve V' ,closing immediately 'after such admission of.gas,whenthe'chfargeofcombustible gas is vagain ignited and theoperationsde.-scribed repeated.

The connections bet-weenf the pistons :and drivin grshaft are *such thattherignitionfofthe charge takes `place at or abouttheftimewfhen t thecranks, Dfand E,areon ltheir'dead'points or centers,as'shownlin Fig. 3,Vthe cranks, E, being slightly in thelead, so .-that'both vsaid cranksas we'llas crank, D, will lbe'carriedover their dead points -byfaminimum 'expenditure'of power. 1

It will be seen that thefpistonszperform 4the K function of valvesforthe airladmissionports order to effectually and thoroughly 'removeand the exhaust :ports for the products of combustion which latter are'eectually :and The'air supplied to the work=ingcylin der is icompletely `expelled -by the compressed fair which is noty only yd ne tothefrelativearrangement of the 'ai-r inlet fand'exhaust ports 'ashereinabove set forth, butto the absence :of

lateral chambers'or passages leading-into'fthe combustion 'chamberusually found fini-twin piston gas engines,'which chambers ior.paslsagesafre then uncovered fdusringacombustion and expulsion andretain lcombustion profducts'which cause inthose enginesprematurelexplosions during compressionof the'charge.'

On the-other hand the expulsion'of the products of combustion iseffected at .va-*much smallere'xpenditure of power than isthe case ingas engines provided with'afseparate air inlet valve, for the reasonthat the ipisltons, B, and C, control the inlet ports for 'the 'air andthe exhaust ports for the :products :of

combustion whereby vspecial lvalve mechanisms are dispensedwith,thesaidfpistonsun'- coveringsimultaneously comparatively large inlet andlexhaust areas, so that acomplete expulsion of theproducts ofcombustiontakes place, whatever may be thespeed of theipis- ITO` tons and drivingshaft, at a comparatively small overpressure of air and a small expendikture of power, the exhaust taking place when the cranks D, and E, are onor about on their dead centers. l

After the products of combustion have been exhausted the combustionchamber Vor that portion of the cylinder, A,- between the piston facesis completely filled with pure or fresh air so thatl the temperature atthe commencement of the compression is lowered as lmuch as possible,whereby a premature ignition'of the charge of combustible gas is4prevented.

Having thus described our invention, what we claim as new therein, anddesire to secure by Letters Patent, isf- 1. A gas engine comprisingaworking cylinder having peripheral inlet and exhaust portsnear 'itsopposite ends, respectively and reciprocally movable pistons adapted tocou-V trol saidports, for the purpose set forth. n A 2. Agas enginecomprisinga working cylindelvhaving` peripheral inlet and exhaust portsnear its opposite ends, respectively, said ports :in line with `oneanother, and reciprocally movable pistons adapted when in a given'relative position to uncover said ports simultaneously, for the purposeset forth.

3. A gas engine comprising a working cylinder having air and gas inletports, exhaust ports for the products of combustion, twopistonsreciprocally movable in said cylinder and controlling said airinlet ports and the exhaust ports, an air compressing pump connectedwith the air inlet ports, a gasA com- Y pressing pump connected withthegas inlet port,- and a valve adapted to control the admission ofthegas to said gas inlet port, for

the purpose set forth.

4. A gaswengine comprising a motor shaft, f

air reservoir, vand said gas compressing pump v having its exhaustconnected with the working cylinder for the purpose set forth.

`5. In-a gas engine, the combination Awith l. the workingcylinderprovided with separate` air and gas inlet ports and with exhaust ports,

two pistons reciprocallygnovable in said cylinder and controlling theair inlet andthe exhaust ports, of an air compressing pump conder, a gascompressing pump connected with the gas inlet port of said cylinder, anda valve .nected with the air inletports ofthe cylincontrolled from amovable element of theengine and controlling the supply of gas to thecylinder, said pistons and valve controlling devices operating to admitair under pressure into the cylinder while the exhaust ports'are,

open, close both air inlet and exhaust ports simultaneously compressthev air in the cylin-l der and then admit acharge of gas into thecompressed charge of air, for the purpose set forth.

WILHELM VON OECHELHAEUSER. t HUGO JUNKERS. f Vitnessesr RICHARD SCHMIDT,

ROBERT MICHALsKY. Y

